Ship s brake



(No Model.) 3 sheets-sheet 1.

P. TGBIAS. SHIPS BRAKE No. 507,856. t latnted'oot. 31, 17893,'

w msu l N WH l u W//Vfssfs/ n r(Afval/mf? BM/ M Afro/Mfrs,

I s sheets-sheet I2. F TOBIS SHIPS BRAKE.

. (No Model.)

Pateted 00h31, 18.93.

(No Model.)

` 3 Sheets-Sheet 3.

F. TOBIAS.

t SHIPS BRAKE. N0. 5-07,856. Patented 0G13. 31, 1893.

W/TNESSES.

Umane STATES PATENT Ormes'.

FERDINAND TOBIAS, OF MUNICH, GERMANY.

SHIPS BRAKE.

SPECIFICATION forming part of Letters Patent No. 507,856, dated October31, 1893.

` Application ned January 28,1893. serm1No.4eo,o66. an model.)

To all whom it may concern.-

Be it known that l, FERDINAND ToBIAs, of Munich, in the Kingdom ofBavaria and German Empire, have invented a new and useful Improvement inShip-Brakes, of which the following is a full, clear, and exactdescription.

This invention has for its objects to provide reliable means for thesudden arrest of progressive motion in a'vessel, to obviate collisionwith another craft or object in her course, and if the obstacle is toonear to permit an arrest of forward movement to be made in time to avoidan accident, a further object is, to adapt the novel apparatus by propermanipulation to deflect the vessel having the improvement, in adirection which will avoid a direct collision with the vesselapproached.

To these ends, my invention in brief, comprises the provision of one ormore fins or wings, hinged to each side of the ship below the waterline, and connecting said wings, by suitable intermediate mechanism,with the main propelling engine of the vessel, so that the projection ofthese sets of wings from both sides of the vessel by the force of theengine, will cause a rapid retardation of progressive motion in theship. lf it is deemed best for safety, the set of wings on one side onlyof the ship may be thrown quickly outward and so maintained, which willcause the rapid lateral deflection or turning movement of the craft awayfrom the dangerous obstacle, and thus avoid a collision therewith, theabsorption of propelling power from the engine reducing its effect onthe ships propeller at the same time.

My invention further consists, in the construction and combination ofparts, as is hereinafter described and claimed.

Reference is to be had to the accompanying drawings forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the iigures.

Figure lis a sectional plan view in part, of the side of a vessel, theimprovement in position for service, and actuating mechanism adapted totransmit motion from the main engine shaft shown in part, to the novelarresting and steering device. Fig. 2 is a side view of parts oppositethe arrow 2, in Fig. 1. Fig. 3 is a transverse sectional View on theline A, B, in Fig. 1 and Fig. 4 is a plan View,

showing parts of the improvement adjusted to disconnect other parts ofthe same from the engine shaft.

a designates the framing of a vessel or ship, and b the plating or skinof the ship, as shown in sectional planin Fig. l.

c designates a fin or wing, which is hinged to the side 0f the ship atd, and to the outer end of c is hinged the secondary lin or wing e. Arecess is formed in the ships side for the reception of the fins c ande,when in their normal or closed position, by removing a portion of theships skin or plating and covering the aperture with an inner plate f,as shown in Fig. 1. It will be understood that the ns e and c, which areshown in plan in said figure, are of considerable depth, their depthVarying with the size of the vessel or other circumstance. The fins cand e are held and vguided by the stay g, which is hinged at one end tothe ships side and at its outer end to the outer extremity of the iin e,and is provided with a longitudinal slot in which is held the pin h ofthe iin c. To the fin c is also connected the toothed quadrant t' whichpasses through an aperture in the ships side and into the sheath K.

The mechanism which operates the quadrant i and consequently the fins cand e, is illustrated in detail in Figs. 2, 3 and 4, and consists of thefollowing parts. The shaft n is mounted at one end in fixed bearingsZand at its other end in sliding bearings o. Upon the shaft n andbetween the bearings Z, Z, is mounted the spur wheel m which gears withthe quadrant 7l, and to the opposite end of the shaft is keyed the bevelwheel p, adapted to gear with the bevel wheel p of the engine shaft q.The bearing o and with it the shaft n and wheel p are caused to advancetoward and recede from the wheel p', by the hand operated screw gear t,whereby the wheel p may be slid into and out of gear with the bevelwheel p', as occasion may require.

Upon reference to Figs. 2, 3 and 4, it will be seen that s designates abracket bolted toV the frame a of the ship.

o is a bearing block for the shaft n and slides in grooves provided inthe bracket s. The threaded end of the shaft u enters a correspendingfemale screw in the block o, so that when the shaft fu. is rotated bythe hand wheel IOO t the block o is caused to advance or recede asdesired. Above the shaft u and also journaled in the bracket s is theshaft the shafts u and being geared together by the spur Wheels y and z.

The quadrant iis locked in its inward and outward position by the pins@and w, which enter corresponding apertures in the quadrant. The pins areWithdrawn from and dropped into the quadrant alternately by the chains oand w which are secured by their adjacent ends so as to be adapted towrap in opposite directions upon the shaft In operation, when it isdesired to extend the wings c, e, from the ships side, as shown in Fig.l, the hand wheel t is revolved and the block o is caused to advancetoward the bevel wheel p by the threaded shaft u.. The shaft revolvessimultaneously with the shaft u, by means of the spur wheels y z, andthe chains fu and waie respectively wound upon and unwound from theshaft at the same time, the pin o being withdrawn from the quadrant i bysaid movement of parts. The bevel wheel p has now become geared with thebevel wheel p', and motion is transmitted t0 the spur wheel fm, whichgears with the toothed quadrant rand thelatter is thereby caused toproject from the ships side. The tin c or wing is thus caused to extendalmost at right angles to the ships side. The travel of the fin c isgoverned by the stay g, which causes it to stand atan angle to the fino, whereby a considerable body of Water is imprisoned between the insand the ships side, which forms an impediment to the further progress ofthe vessel. While this action is in progress the speed of the propellingengine is reduced, on account of the power required for the extension ofthe fins being derived from the main shaft of such engine. The pin w isadapted to enter an aperture in the quadrant when extended, and to holdthe quadrant in such extended position.

In the above description and in the drawings hereto annexed my inventionhas been described and shown adapted to be operated by the main shaft ofa paddle Wheel engine, the shaft being lettered q and the paddle box 1',but it will be evident that the invention is equally adaptable for useon ships which are driven by screw propellers. It will also beunderstood that the apparatus according to this invention is to beduplicated for each side of the vessel, and may be used to steer ormaneuver vessels, as Well as to stop or retard their progress, as thefins lnay be operated on one side of the vessel independently of thefins upon the other side.

Having thus described my invention, what I claim as new, and desire tosecure by Letters Patent, is

An apparatus for steering or retarding the motion of navigable vessels,comprising wings or fins, hinged to the vessel, and connected to atoothed quadrant, adapted to be operated by a spur wheel driven from themain shaft of the ships engine, through intermediate mechanical gearing,combined and adapted to operate substantially as described.

In witness whereof I have hereunto set my

